Rack-rail locomotive.



F. L. SESSIONS.

BACK BAIL LOUOMOTIVE.

APPLIoATloN FILED SEPT. 1e, 1907.

F. L. SESSIONS.

RACK RAIL LOOOMOTIVE.

APPLIoATIoN IILED SEPT. 16, 1907.

. 1,027,074. Patented May 21, 1912.

2 SHEETS-snm' a.

COLUMBIA PLANOGHAPH C0.. WASHINGTON. D. C

'UNITED sTATEs PATENT oFFioE.

FRANK L. SESSIONS, 0F COLUMBUS, OHIO, ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE JEFFREY MANUFACTURING COMPANY, A CORPORATION 0F OHIO.

RACK-RAIL LOCOMOTIVE.

To all whom 'it may concern.'

Be it known that I, FRANK L. SESSIONS, a citizen of the United States, residing at Columbus, in the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Rack-Rail Locomotives, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to improvements in those locomotives which are provided with devices that engage positively witha sta-l tionary rail structure for propelling them with a traction force greater than that derivable from the contact of the smooth surface of wheels with the smooth surface of rails. For this purpose use is generally made of one or more toothed wheels or rack wheels on the locomotive adapted to engage with toothed, perforated, or other, rack rails arranged along the track.

An object of the present construction is to enable the engineer or motorman to readily connect the power devices to the track wheels withoutjar or shock when the locomotive is to be driven through the track wheels and to disconnect them entirely at the times when the vehicle is to be propelled by the rack wheel or wheels in connection with the rack rail.

type, is preferably mounted in a relativelyl elevated position and is connected to a shaft 3 by the power transmitting gearing 1 and 2. On the shaft 3 there is a gear wheel 4 adapted to mesh with the gear wheel 5 to be Vmore fully described below.

The motor 50 and the parts connected therewith are, or may be, substantially similar to the motor, and connections above described. That is to say, this motor 50 is connected by the gearing 51-52 to the shaft 53, this shaft carrying a gear wheel 5-1 which engages with a gear wheel 55. Brakes 10 and 50Et are connected to each train of gearing between the motors and the -rack wheels. Each brake is mounted upon a Patented May 21, 1912. serial No. 393,147.

shaft 3, and each shaft carries a pinion 2fL which meshes with one of the gears 2. Both brakes are controlled by means of the hand wheel 38a.

Loosely mounted upon each of the axles is a sleeve or quill 6 to which is keyed or otherwise attached the gear wheel 5. This sleeve 6 also carries a'hub-like part 1l upon the periphery of which the rack wheel 13 is mounted, it being held thereon against r0- tation by means of one or more splines or keys 12 which however permit it to slide parallel to the axis. The hub-part 11 has at its inner end a bevel wheel or series of teeth at 14. At 56 there is a sleevel having at 18 a similar, but oppositely arranged, bevel wheel or series of teeth, this wheel or tooth series and its sleeve 56 being also loosely mounted in relation to the axle 7. For each motor there are provided brackets 8 and 9 which are supported at one end on a cross hanger and which have at the other end bearings on the axle sleeves 56 and 6. The parts 56 and 18 are also formed with a cylindrical peripheral wall or flange 19 which extends across so as to lie over both the bevel wheel at 1S and the bevel wheel at 14; and at its inner edge it is connected to an annulus 57 or plate which extends toward the axle and has its inner edge seated in a groove in the end of the l1ublike part 11. ln the space or chamber between the bevel wheels 14, and 18, there are mounted bevel pinions 15 on pins or studs 16 arranged radially in relation to the shaft, each pinion meshing, on one side, with the bevel wheel 14, and on the other side with the wheel 18. These pinions 15 are mounted on a hub 17 which is rigidly keyed to the shaft 7.

20 is a friction band which surrounds and, at will, can engage with the peripheral wall 19 on the part 56. One end of this band is pivotally connected at 58 to a bell lever 21 and the other end is secured to another arm of this lever by the pivot 59. The -lever 21 is supported by the shaft 22 and the bearing 23, said bearing being bolted to the frame composed of the side brackets 8, 9 and cross bars 60.

It will be understood that with each axle 7, and with each set of parts adjacent to the axles, respectively, there is combined a friction band and a lever such as have just been described. The levers 21 are simultaneously operated by the following devices.

26 is a link extending forward .from the rear lever 21 to which it is pivoted at 61 and at its forwardend it is pivotally connected to a floating lever 27. The latter is also connected to the front bell lever 21 by a link 25, pivoted to the lever 27 at 62, and it is pivotally connected at 63 to links or rods 29. The floating lever 27 is at the point 62 pivotally connected to the link 28 which is pivoted at 611 to the frame bracket 8. The rods or links 29 are at t-heir forward ends con nected to the collar 30.

31 is a compression spring behind the collar 30.

32 is a collar preferably in the form of a nut engaging with a link or rod 33 which extends through the spring 31 and thence forward to a bell-lever mounted on the shaft 35 and having the arms 34 and 36. The crank arms carry a nut 65. This nut engages with the threaded rod 37 mounted in a bracket 66 and having the hand-wheel 38 at its upper end. It will be seen that when the hand wheel is turned in one direction the threaded rod and nut cause the link 33 to draw the friction bands tightly against their brake cylinders through the respective sets of intervening links and levers, and that the movement of the hand-wheel in the opposite direction releases the friction devices. The spring 31 is combined with the system of links and levers to insure flexibility, but the system is nevertheless rigid enough to transmit the pull required to cause the brake band 20 to hold the cylinder 19 relatively stationary.

67 .indicates a rack o-r rack-rail, with which the rack wheels 13 are adapted to engage.

68 indicates the ordinary smooth surface track rails upon which the wheels 69-70 run. lt will be understood that track rails such as those at 68 extend continuously over the lines along which the locomotive is intended to run, and further understood that the rack-rails 67 will be or can be used only in those parts of the system where the grade is such that the track wheels 69-70 slip or are deficient in their tractive power.V

One of the purposes of the present invention is to provide the motorman with simple but effective means for operatively connecting the motor quickly, but without shock,

to the track wheels and as readily discon.

necting the track wheels from the motor when it is desired to drive the locomotive through the rack wheel or wheels. These alternative modes of propelling the vehicle are availed of as follows. When it is desired to have the axles 7 and their respective pairs of track wheels positively rotated the motorman turns the hand wheel 38 in such direction as will cause the tightening of the friction bands 20 upon the shells 19, which results in holding stationary the bevel wheels 18 in relation to the vehicle frame. If now the motor be set in operation by the admission of current, the wheels 5 are positively rotated by the power. They in turn rotate the hubs 11 with the bevel wheels 111, carried thereby, the said parts 5 and 11 turning loosely in relation to the axle on which they are supported. As the wheel 14: is rotated, and the wheel 18 at the same time held stationary, the pinions 15 meshing with both of them will be caused to revolve around the axis of the axle, these pinions rolling upon the stationary wheel 18. And

as these wheels are secured to the hub 17, which in turn is keyed to the axle 7, the latter will be positively rotated, under the force received from the motor and with it its pair of track wheels will be caused to turn or roll upon the track. This mode of operation can be followed wherever the track is level, or approximately so. But, if now, the vehicle approaches a grade where it is difficult or impossible to have sufficient traction of the smooth track rails and wheels, the rack wheels 13 can be brought into action as direct propelling devices, assuming that at such place and grade a suitable rack rail 67 has been provided. To accomplish this the motorman relieves the shells or drums at 19 of the friction from the bands 20 by turning the wheel 38 and its screw rod 37 1n the reverse direction. As soon as the bands are loosened the wheels 18 and sleeves 56 are free to rotate and no longer serve as abutments for the pinions 15. These pinions, their hubs 17 the axles 7 and the track wheels are now, in effect, disconnected from the motive power. But, as the rack wheels 13 are now in engagement with the rackrail 67, the power which is transmitted to them from the motor becomes efficient, through the rack-rail in propelling the vehicle, their hubs 11 and sleeves 6 turning loosely around the axles but serving to draw or push the axles and the wheels alo-ng the track. i'

By having the rack propelling system capable of being rendered independent of the main track wheels and track T avoid all of the troubles which have been experienced in operating rack-rail locomotives having the rack-wheels dependent upon or rigid with the axles and track wheels. Attempts have been made in these earlier, rigidly connected mechanisms to form the rack wheel so as to be of the same peripheral diameter as the track wheels on the same axle, to avoid trouble incident to the differences in pe' ripheral. speeds when the diameters are unequal; but it has been found difficult to practically construct the parts of a locomotive so as to reach this end and maintain them in the desired relations when in use.

When the locomotive is provided with driving parts constructed and related in the Y llO way herein provided it is immaterial Whether the diameter of the rack wheel is equal to that of the t-rack wheels or not. And where the rack wheel is equal to the track wheels it is impossible to carry th-e locomotive from one track to another over the switches without cutting the rails at the points Where the rack wheels pass across them, or unless peculiarly and expensively constructed frogs and cross-over devices are provided. But when the driving system is employed which I have devised the rack wheels can be so proportioned that their lowermost points can run in horizontal planes considerably above the top surfaces of the main track rails, and yet they can be carried across the rails, at switches or turnouts without interference or requiring special construction of rails.

That I claim is:

l. The combination with the ear having the track wheels and the motor or engine, of the rack wheel mounted to rotate independently of the track wheels, and the change speed gearing interposed between the rack wheel and the track wheels.

2. The combination with the car having the track wheels, the axle rigidly secured to the track wheels, and the motor or engine, of the rack wheel mounted on the axle and adapted to rotate independently thereof, and a power transmission gearing interposed between the rack wheel and the axle, substantially as set forth.

3. The combination with the car having the track wheels, an axle rigidly secured to the track wheels, and the motor or engine, of the rack wheel mounted on and adapted to rotate independently of the axle and power transmission gearing mounted on the axle and engaging with the rack wheel and having one of its elements adapted to he made stationary relative to the axle, substantially as set forth.

4t. The combination with the car, having track wheels and the motor or engine, of a rack wheel adapted to engage with a stationary rack and mounted on the car to ro tate independently of the track wheels, power transmitting devices interposed between the motor or engine and the rack wheel and frictionally controlled power transmitting mechanism interposed between the rack wheel and the track wheels, substantially as set forth.

5. The combination with the car having the track wheels, and the motor or engine, of t-he rack wheel mounted on the axis of the track wheels and loose in relation to said wheels and the change speed gearing mounted on the axis of the track wheels and adapted to connect the rack wheel with the track Wheels, substantially as set forth.

6, The combination with the car having track Wheels, and the motor or engine on the car, of the rack wheel, power transmission gearing having two main opposing wheel elements, one adapted to be connected with the rack wheel and the other adapted to be held stationary relatively to the ear, and

the intermediate gear element between the said opposing' gear elements and connected to the track wheels, substantially as set forth.

7. In a locomotive, the combination with the frame, the axles and track wheels thereon, and the engine or motor, of the rack wheel adapted to engage a rack to propel the car, transmission gearing between the motor and 'ack wheel, transmission gearing between the rack wheel and track wheels, and means for throwing the last named gearing into and out of operation, substantially as set forth.

8. In a car haulage system, the combination with the main track rails extending continuously of the system, and the 'ack rails arranged in intcrmitting sections along the said system, of the locomotive having the motor, the main track wheels, the rack wheel and the friction-controlled gearing for directing the lpower of the motor through the rack wheel to the track wheels, substantially as set forth.

9. ln a locomotive, the combination with a frame, the axles and track wheels thereon, and the engine or motor, of the rack wheel adapted to engage a rack to propel the car, transmission gearing between the motor and rack wheel, transmission gearing between the rack wheel and track wheels through which the rack wheel drives the track wheels at a speed different from its own, and means for throwing the last named gearing into and out of operation, substan` tially as set forth.

10. In a car hauling system, the combination with the main track rails extending continuously of the system, the rack rail arranged intermittingly in sections along the said system, of the locomotive having the motor, the track wheels, the rack wheel, and the bevel gearing interposed between the rack wheel and the track wheels, the rack wheel being adapted to alternately propel the car by engagement with the rack and to propel it by driving the track wheels through the bevel gearing, substantially as set forth.

l1. In a car haulage system, the combination of the main track rails extending continuously along the system, the rack rail arranged intermitt'ingly in sections along said system, the locomotive, the motor thereon, the main track wheels, the rack wheel driven directly by the motor gearing for transmitting power from the rack wheel to the track wheels, and devices for throwing the said power transmitting gearing out of action, substantially as set forth.

12.` In a locomotive, the combination with a frame, of two separate traction elements, one adapted to engage with a smooth rail and the other adapted to engage with a rack rail, amotor, gearing between the motor and one of said traction elements, change speed gearing between the traction element which is connected to the motor and the other traction element, and means for throwing the change speed gearing into or out of operation, substantially as set forth.

13. In a locomotive, the combination of a frame, of two traction elements, one adapted to engage with a smooth track wheel and the other adapted to engage with a rack rail, frictionally controlled connecting gearing between the two traction elements, and means for positively driving one of said elements, substantially as setforth.

14. In a locomotive, the combination of a frame, traction wheels on which the frame is supported, a raok wheel rotatably independent of the said track wheels, and of smaller diameter than the said track wheels, a motor, power transmitting devices between the motor and the rack wheel, power transmission devices between the rack wheel and the track wheels adapted to drive the said track wheels at a lower rotative speed than the rack wheel, and means for throwing the last named power transmission devices into or out of operation, substantially as set forth. i

15. In a locomotive, the combination of a frame, axles upon which the frame is supported, track wheels rigidly mounted on the axles, a rack wheel independently rotatable on one of the axles and having a series of bevel gear teeth, a motor, gearing between the motor and the rack wheel, a sleeve independently rotatable on the axle and having a brake drum and a series of bevel gear teeth similar to those on the rack wheel, a spider secured to the axle, bevel gear pinions on the spider, each adapted to engage with the teeth of the rack wheel and of the sleeve, and a brake band adapted to engage the brake drum and retard its movement, substantially as set forth.

16. In a locomotive, the combination of a frame, track wheels 'supporting said frame, two separate braking elements for each pair of track wheels, and a differential gear between the track wheels and the two braking elements, substantially as set forth.

17. In a locomotive, the combination of a frame, track wheels supporting the frame, separate braking elements and a differential gear having its driving element connected bination of a frame, axles supporting the frame, track wheels supporting the axles, a rackl wheel mounted to rotate independently of the track wheels, a brake operatively'connected with the rack wheel, and power transmitting gearing interposed between the rackwheel and the track wheels.

19. In a rack rail locomotive, the com bination'of a frame, axles, track wheels on the'axles, a rack wheel rotatable independently of the axles, a brake connected with the rack wheel, and a frictionally controlled power transmitting gearing between the rack wheel and one of the axles.

20. In a rack rail locomotive, the combination with a frame, axles and track wheels, of a rack wheel rotatable independently of the track wheels, a motor, a brake,

operative connections between the motor and brake and the rack wheel, and power transmitting gearing between the rack wheel and one of the axles.

In testimony whereof I aiiix my signa- E. P. SNIVELY C. E. l/VAxBoM.

Copies of this patent may be obtained for ive cents each, by addressing the Commissioner of Patents, Washington, D. C. 

